JPS5817145Y2 - Torque converter car transmission - Google Patents

Description

[Detailed Description of the Invention] The present invention relates to a transmission that is used in combination with a prime mover or the like that also uses a torque converter.

Conventionally, as shown in FIG. 1, there is a system in which the rotational output of a torque converter 1 is transmitted to a transmission 3 via a one-way clutch 2.

In this device, the inertia force of the torque converter 1 during deceleration is not transmitted to the transmission 3 by the action of the one-way clutch 2, so that the inertia force of the torque converter 1 during deceleration is not transmitted to the transmission 3.
, 7.8 has the advantage of easily performing synchronous switching.

On the other hand, since the rotational force of the shaft 9 of the transmission 2 during deceleration cannot be transmitted to the torque converter 1 side via the one-way clutch 2, conventionally the outer ring 2a of the one-way clutch 2 and the gear 10 of the shaft 9 are By locking with the clutch ring gear 11 and transmitting the rotational force of the shaft 9 to the torque converter 1 side,
Enables engine braking.

However, in the past, hydraulic pressure from an oil pump was used to shift the gear 10, which caused a problem of large power loss.

The object of the present invention is to provide a transmission for a torque converter vehicle that solves this problem.

An embodiment of the present invention will be described below with reference to FIGS. 2 to 6.

In FIG. 2, 12 is a prime mover such as an internal combustion engine and a motor including a fluid clutch such as a torque converter, and 13 is a human power shaft of a transmission connected to the output shaft of the prime mover.

A first low speed gear 14, a first high speed gear 15, and a first reverse gear 16 are fixed to this input shaft 13.

A second reverse gear 18 and a sub-blade counter cylinder shaft 19 are rotatably supported on a counter shaft 17 parallel to the input shaft 13.

The second reverse gear 18 is interlocked with the first reverse gear 16 via an intermediate gear 20.

A first fixed gear 21 is integrally provided at the end of the sub-counter cylinder shaft 19 on the second reverse gear 18 side.

A second fixed gear 22 is disposed between the first fixed gear 21 and the second reverse gear 18 and is fixed to the counter shaft 17.

23 is a gear integrated with the second reverse gear 18, and 24 is a ring-shaped first clutch.

This clutch gear 24 is always engaged with the second fixed gear 22 so as to be displaced in the left-right direction in the figure, and can switch between the first fixed gear 21 and the gear 23 with respect to the second fixed gear 22. It has become.

25 is a second low speed gear meshing with the first low speed gear 14; 26;
is a second high speed gear meshing with the first high speed gear 15; 27 is disposed between the second low speed gear 25 and the second high speed gear 26;
This is a third fixed gear fixed to the sub-blade counter cylindrical shaft 19.

A gear 28 is integrally fixed to the side of the second low speed gear 25 facing the third fixed gear 27, and a gear 29 is fixed to the side of the second high speed gear 26 facing the third fixed gear 27. There is.

The third fixed gear 27 includes a ring-shaped second clutch gear 3.
0 is always in mesh so that it can be freely displaced in the horizontal direction in the figure, and the 3rd
Gears 28 and 29 can be switched relative to the fixed gear 27.

The second A-speed gear 25 is supported by the sub-counter cylinder shaft 19 via a first one-way clutch 31.

This first one-way clutch 31 is connected to the second low speed gear 25.
rotation (in Fig. 3A, the second rotation as shown by arrow A)
It is arranged so that only the clockwise rotation of the low-speed gear 25 can be transmitted to the sub-counter cylinder shaft 19.

The second high-speed gear 26 is supported by the sub-counter cylinder shaft 19 via a second one-way clutch 32.

This second one-way clutch 32 is connected to the second low speed gear 25.
The rotation of the sub-counter cylinder shaft 19 is higher than the rotation of the sub-counter cylinder shaft 19 (as shown by arrow A' in the opening of FIG.
clockwise rotation) can be transmitted to the second high-speed gear 26 side.

In FIG. 2, 33 is a differential unit connected to the counter shaft 17 via a gear 34.

In FIG. 4, 35 is a first shift shaft, 36 is a second shift shaft disposed close to and parallel to the first shift shaft 35, and 37 is a first shift shaft 35.
A shift fork 38 is fixed to the second shift shaft 36 and has its tip engaged with the first clutch gear 22, and 38 is a shift fork fixed to the second shift shaft 36 and whose tip engages the second clutch gear 30.

The shift shaft 35.36 has a lever engagement groove 35a.
, 36a are formed, and this lever engagement groove 35
When a and 36a face each other, the operating lever 39 can be engaged with any of the entrainment grooves 35a and 36a.

In the figure, 35b, 35c, 35d are positioning grooves formed in the first shift shaft 35, 36b, 36
C, 36d are positioning grooves formed in the second shift shaft 36, 40, 41.42 are positioning balls, 43.44 are balls, 40.42 is a shift shirt) 35.36 is biased toward the side. It's a spring.

Next, the operation of the transmission device having such a configuration will be explained.

The transmission path of the rotational force of the prime mover 12 is as shown in the following table.

Note that the names of shafts, gears, etc. are omitted and only numbers are shown.

Next, the functions of the one-way clutches 31 and 32 will be explained in detail.

When shifting up the high speed V from the low speed range to the high speed H range shown in FIG.

When the second clutch gear 30 is engaged with the gear 28, n2. =n19=n27<n26.

From this state, release the accelerator and shift the second clutch gear 3.
0 is displaced to the left in FIG. 2 at high speed point A in FIG. 5, and the second clutch gear 30 is meshed only with the third fixed gear 27.

At this time, the rotational force of the second low-speed gear 25 is transmitted to the sub-counter cylinder shaft 19 by the first one-way clutch 31, so that the relationship n25''n19n27<n26 is established.

When the accelerator is pressed in this state to increase the rotational speed of the input shaft 13, high rotational inertia acts on the sub-counter cylinder shaft 19.

After this, when the accelerator is released and the rotation of the input shaft 13 is sufficiently reduced, n19>n25, and the first one-way clutch 31 becomes free.

When the rotation of the input shaft 13 is sufficiently reduced, the rotational force of the sub counter cylinder shaft 19 is transferred to the second one via the second one-way clutch 32.
Acting on the high-speed gear 26, n26n19 is achieved, and the rotational speed of the sub-counter cylinder shaft 19 is synchronized with the second high-speed gear 26.

In this way, the sub counter cylinder shaft 19 and the second high speed gear 26
By synchronizing the third fixed gear 27 and the gear 2
9 is synchronized.

At this time, by further displacing the second clutch gear 30 to the left and meshing the second clutch gear 30 with the third fixed gear 27 and gear 29 as shown in FIG. 2, the transition from the low speed range to the high speed H range is achieved. The upshift is completed.

In addition, when shifting down the vehicle speed shown in FIG. 5A from the high speed H range to the low speed range, first release the accelerator and displace the second clutch gear 30 from the state shown in FIG. 2 to the right. This second clutch gear 30 is brought into mesh with only the third fixed gear 27.

At this time, n19=n2□2n26>n25.

From this state, by stepping on the accelerator and increasing the rotation speed of the input shaft 13, the rotation speed of the second low speed gear 25 is increased to n2. becomes high and reaches n25''n19, the rotational force of the second low-speed gear 25 is transmitted to the sub-counter cylinder shaft 19 by the first one-way clutch 31, and the rotational force between the second low-speed gear 25 and the sub-counter cylinder shaft is transmitted. 19 is synchronized.

In this way, the sub counter cylinder shaft 19 and the second high speed gear 26
By synchronizing the third fixed gear 27 and the gear 2
8 is synchronized.

At this time, by further displacing the second clutch gear 30 to the right and meshing the second clutch gear 30 with the first fixed gear 27 and gear 28, the downshift from the high speed H range to the low speed range is completed. .

By simply depressing or releasing the accelerator in this way, the rotational speed of the third fixed gear 27 and the rotational speed of the gears 28, 29 can be synchronized by the action of the one-way clutches 31, 32.

Note that such one-way clutches 31, 32 and a synchronizer may be used in combination.

Figures 5 and 5 show the relationship between the engine rotational speed and the time required for downshifting or upshifting when a synchronizer is used and when a synchronizer is not used.

In the figure, the solid line B shows the state in which the accelerator is operated without using the synchronizer, and the broken line C shows the state in which the synchronizer is used.
o indicates the shift start time, t' indicates the shift completion time when the synchronizer is used, and t indicates the shift completion time when the synchronizer is not used.

Also, the change Nl in the engine speed N. The relationship of N2 is
Nl>N2.

As explained above, the present invention allows the low-speed gear and high-speed gear interlocked with the input shaft to be rotatably supported on a rotating shaft parallel to the human-powered shaft, and allows selection of the connection between this rotating shaft and these gears. A transmission device equipped with a clutch has a first one-way clutch interposed between the low-speed gear and the rotating shaft that transmits the rotation of the low-speed gear to the rotating shaft, and a first one-way clutch that transmits the rotation of the rotating shaft between the high-speed gear and the rotating shaft. Since a second one-way clutch is provided that transmits the power to the high-speed gear, engine braking can be used with either the low-speed gear or the high-speed gear.

Moreover, with this configuration, it is possible to easily synchronize the clutch and the low speed gear or the clutch and the high speed gear simply by operating the accelerator.

Furthermore, by having the above-mentioned configuration, the shift lever
The shift pattern has been changed from the conventional H type to the ■ linear type (
■←■→■go■) can be done.

[Brief explanation of drawings]

FIG. 1 is a power transmission system diagram showing the relationship between a conventional torque converter and a transmission, FIG. 2 is a power transmission system diagram of a transmission showing an embodiment of the present invention, and FIG. 3 is a cross-sectional view of the first one-way clutch shown in FIG. 2, and FIG. 4 is a cross-sectional view of the second one-way clutch shown in FIG. Figure 5 A is a diagram showing the shift point in relation to engine speed and vehicle speed; FIG. 3 is a diagram showing the relationship between gear shift time and engine rotation speed. 13...Input shaft, 19...Sub counter cylinder shaft (rotating shaft), 25...Second low speed gear 2
6...2nd high speed gear, 27...3rd fixed gear, 28.29...gear, 30...
-Clutch gear, 31...first one-way clutch, 32...second one-way clutch.

Claims (1)

[Scope of utility model registration request] A transmission device in which a low-speed gear and a high-speed gear interlocked with an input shaft are rotatably supported on a rotating shaft parallel to the input shaft, and a clutch is provided for selecting a connection between the rotating shaft and these gears. A first one-way clutch is interposed between the low-speed gear and the rotating shaft to transmit the rotation of the low-speed gear to the rotating shaft, and between the high-speed gear and the rotating shaft, the rotation of the rotating shaft is transmitted to the high-speed gear. A transmission device for a torque converter vehicle, characterized in that a second one-way clutch is interposed.